Railroad-crossing.



I PATENTED MAR. 5, 1907. E. T. DUMAS. RAILROAD CROSSING. APPLIOATIOF FILED D30. 17. 1906.

a amend-sum 1.

No. 846,190. PATENTED MAR. 5, 1907. E. T. DUMAS. RAILROAD oaossma.

APPLICATION FILED 1330.17, i906.

2 SHELLS-SHEET 2.

g 5777 Edward .77

UNITED STATES PATENT onrion.

EnwARnr. DUMAS, or claime minors RAILROAD-CROSSING.

Specification of Letters Patent.

Patented March 5, 1907.

' Maria a December 17,1906. SerialNo.348,S06.

' citizen of the United States,residing at Chicago, in the county of Cook and State of Illi nois, have invented a certain new and useful Improvement 111 Railroad-Crossings, of which the following is a specification.

' inverted plan of the same; Fig. 4, a section on My invention relates to "railroad-crossings,

and has for its object to provide-new and im proved devices and arrangements lII- constructions of that character.

The invention is illustrated in the accompanying drawings, wherein, Figure 1 is a plan view of the crossing con structed according to my invention; Fig. 2, a detail plan of one of the rail-chairs; Fig. 3, an

line 4 4 of Fig. 2; Fig. 5, a sec ion on line 5 5 of Fig. 1, and Fig. 6 a detail plan showing a modification.

Like letters of reference indicate like parts in all, the drawings.

My invention relates particularly to railroad-crossings comprising fixed track-rails,

fixed crossing-rails with adjacent ends spaced apart, and movable rail-sections operating in sets to connect the fixed track-rails with the fixed crossing-rails.

More particularly the invention relates to means for holding the outer ends of the movable rail-sections constantly in engagement with the fixed track-rails and guiding the movement of the movable rail sections. Ordinarily the track-rails will be bent to form knees and the movable rail-sections provided with switch-points working on these knees.

It is another object of my invention to provide a construction whereby the relation between the bend of the knee and the switchpoint .will remain constant even should the rails creep, as it is well known they sometimes do, and thus to obviate the danger of the switch-point projecting beyond the knee. The likelihood of this latter happening is one of the reasons why earlier crossings of this 'pharacter have not come into general use.

The invention consists in such further new and improved devices as will be described in the accompanying specification.

The letters A represent the fixed trackrails, which are preferably bent at their extremities to form the knees A B B B B are the fixed central crossing-rails with their ends spaced apart, as shown.

'tance.

. rails.

The letter C represents the movable railof four, so as to close the gaps between pairs of the fixed track-rails and their respective crossing-rails. The rail-sections G are preferably formed with switch-points C, the inner ends being squared, so as to abut against the squared ends of the crossing-rails. In Fig. 6, however, I have shown a modified con struction providing for the beveling of the crossing-rails (here indicated by the letters B B) of the movable rail-sections (here designated by the letters C 0 The latter arrangement results in a closer joint, but the rail-sections have to be moved a greater die- The track-rails are laid upon ties or sleepers in theordinary manner, but their inner extremities are fixed in guides so related to the bends ofthe knees that a creeping of the rails results, as it were, in carrying the bend farther up the rail from its extremity as the latter creeps toward the. crossing, thus maintaining a constant relation between the bend and the switch-points. These guides also serve'to hold the switchpoints in close contact with the fixed track-rails in both open and closed ositions, the movable sections and the gui es being preferably so con structed 'asto draw the switch-points, if anything, closer to the fixed rails when they are in abutment with the crossing-rails; I have shown these guides as consisting of lates D, secured to the ties by the spikes D, as shown in Fig. 5, the plates having undercut grooves to receive the flanges A of the rails and the flanges C of the rail-sections C, the latter riding over the flanges of the fixed rails and preferably widening toward their extremities, so as to act as wedges to hold the switchoints against the knees of the fixed o prevent the possibility of the switch-points forming obstructions in the 4 way of the wheels,'the spread of-the fixed rails begins a trifle in advance of the ends of the switch-points when the movable sections are in their closed positions.

In order to insure maintaining the fixed rails and movable sections in proper relation to each othenl prefer to employ a second set grooves G G are the ends details of these devices are shown in Figs. 2 to 4, inclusive.

F RF F are sleepers, which are preferably mitered and form a square structure at the center of the crossing. They 'may be secured to the ties by bolts or spikes. The crossing-rails B B B B are preferably riveted to these sleepers with their ends seated in the chairs G. These chairs consist of square plates secured to the sleepers F by the bolts G and provided with four undercut grooves meeting in the center. In two of these 7 of the fixed crossing-rails, and the other two, G G receive the ends of the-movable rail-sections. The chairs, therefore, serve to bind together the sleepers F I? F F to aid in holding the central crossing-rails rigid and to form guideways for the movable rail-sections.

The rail-sections may be moved by any preferred form of apparatus. I have shown means for moving the two opposite pairs of movable sections in unison. H represents'a rod from the switch-tower, on which is pivoted a bell-crank H, mounted on a clevisplate 1P, secured in the cement block H or to some other solid part of the road-bed. At the other end of the bell-crank is a cross-rod H connected with a pivoted bell-crank H, to the other arm of which is an operating-rod H, pivoted to the late H, which has an extension-rod guide in guides H H on the ties, to which plate-H are pivoted the two rods H H, connected at their inner ends to the movable rail-sections. rod 11 is another bell-crank H cross-rod H boll-crank H, rod H guided at H H, to which is connected in a manner similar to the connections of rod H a pair of rods H H", connected to the pair of movable railsections opposite the pair operated bythe rods H H.

The sets of movable rail-sections of the other track are moved by a similar apparatus operated by a rod J ,going to the switchtower, one pair of movable sections being connected with this rod by bell-crank J, cross-rod J bell-crank J cross-rod J, bellcrank J operatingmod J, guided at J J and having tho'diagonal rods J J connected to the rail-sections, the other pair being connected to roo J by bell-crank J operatingrods J guided at J J and having the pair of diagonal rods J J. i

I wish it to be understood that 1 do not desire to limit myself to the particular devices and constructions herein described, as obvious modifications will occur to persons skilled in the art.

The use and o aeration of my device are as follows: Normally the several pairs of movable rail-sections will bedrawn away from the central crossing-rails. Before the train is to pass over the crossing tlie-Imovable railsections associated with the track on which At the end of the the train is moving will be slid down the knees of the fixed rails until their ends abut the ends of the fixed central crossing-rails. The movement of the rail-sections is sub stantially longitudinal, the switch-points being pressed close against the knees of the track-rails by the engagement of the flanges with the guide-plates. At the same time the inner knees of the movable sections will be 'tions to bridge over the gaps in crossings of this sort; but thesedevices have not come into use in part because of the complicated nature oi the mechanisms by which it was sought to solve the problem, but 'more particularly because these devices could not be counted upon to operate with perfect certainty and perfect accuracy. It would be fatal, for example, to have the switch-points of the movable sections extend out beyond the bend of the track-rails, a contingency likely to arise through the creeping of the rails nnless some provision be made to maintain the Further, it is undesirable relation constant. to have any lateral motion of the movable sections, as that would be sure to result in a loose contact between the switch-points and the track-rails likely to cause the derailing of the train. It is perhaps equally necessary that the central short sections should be firmly anchored to the road-'bed and that the connection between these fixed rails and the movable sections should be perfectly accurate.

It must be understood that the wear and tear upon a composed 0 short and somewhat light parts of rails subjected to the strain incident to heavy trafiic is very great. The apparatus of my invention is designed to give a simple, accurate, and durable railroad crossing which will meet all of the requirements above mentioned.

1. In a railroad-crossing, the combination of fixed track-rails with fixed crossingrai'ls having their adjacent ends spaced apart and longitudinally-movable rail-sections to connect the track and crossing rails, and guides at each end of the movable rail-sections with which the rail-sections are always in engagement to guide the movable railsections into contact with the fixed track-rails at the proper points thereon.

2. In a railroad-crossing the combination of fixed track-rails outwardly with their ad' gitudinal fixed crossing-rails having acent ends spaced apart and lenly movable rail sections having I switch-points to connect the track and cross- ICC having their ends bent ing rails, and guides to guide the movable rad-sections into contact with the fixed track-rails at proper points there-Ont 3. In a railroad-crossing the combination of fixed track-rails, having their ends bent outwardly with fixed crossing-rails having their adjacent ends spaced apart and Ion-- gitudinally movable rail sections having sw itch-points to connect the track and crossing rails, and gnidesadjacent the bent portions of the fixed track-rails to receive said rails and to receive and form bearings for the movable rail-sections.

4. In a railroad-crossing, the combination of fixed track-rails having their ends bent spective movable rail-section.

5. In a railroad-crossing, the combination of fixed track-rails having their ends bent outwardly with fixed crossing-rails having their adjacent ends spaced apart and longitudinally movable rail sections having switch-points and flangesadjacent thereto, to connect the track and crossing rails, and

uide plates havin anges of the fixe movable rail-sections.

6. In a railroad-crossing, the combination of fixed track-rails having their ends bent outwardly with fixed crossing-rails having their adjacent ends spaced apart and longitudinally movable rail sections having switch-points and wedge-shaped flanges adj acent thereto to connect the track and crossing rails, and guide-plates having slots to receive the flanges of the fixed track rails and of the movable rail-sections.

traclnrails and of the 7. In a device of the character described,

' stant relation to the bends of the former.

gitudinally-movable rail-sections to connect the track and crossing rails, and chairs slots to receive theassociated with the crossing-rails and having slots in their upper faces to receive and guide the inner ends of the movable rail-sections.

10. In a railroad-crossing, the combination of fixed track-rails with fixed crossing-rails having their adjacent ends spaced apart, 1ongitudinally-movable rail-sections to connect the track and crossing rails, and chairs associated with the crossing-rails and having slots in their upper faces in which the crossingrails are seated and which receive and guide the inner ends of the movable rail-sections.

11. In a railroad-crossing, the combination of fixed track-rails with fixed crossing-rails having their adjacent ends spaced apart, sleepers on which the crossing rails are mounted, chairs'connecting the ends of said sleepers and having slots in their upper faces meeting in the middle and longitudinallymovable rail-sections to connect the track and crossing rail inner ends of said rail-sections seated and movable in the slots in said chairs.

12. Ina device of the character described,

the combination of a fixed track-rail with a rail-section movable longitudinallywith respect to the track-rail, one of said elements having a switchoint lying along the other, and rigid means fixed to a stationar npart of the road-bed for holding said switch-point pressed against the other rail in all positions of the movable section.

13. In a device of the character described, the combination of a fixedtrack-rail, with a rail-section movable longitudinally with respect to the track-rail and having a switchpoint lying, along the fixed rail, and rigid means fixed to a stationary part of the roadbed for holding said switch-point pressed against the fixed rail in all positions of the movable section.

14:. In a device of the character described, the combination of a fixed track-rail with a rail-section movable longitudinally with 1'8. spect to the track-rail and-having a switchpoint lying along the fixed rail and a guidingfiange, and rigid means fixed to a stationary part of the road-bed and engaging with the flange for holding said switch-point pressed against the fixed rail in all positions of the movable section. V

15. In a device of the character described, the combination of a fixed track-rail with a rail-section movable longitudinally with respect to the t1'acl rail and having a switchpoint lying along the fixed rail and a guidingange, and means fixed to the stationary partof the road-bed having a part over-' lapping the flange to keep said switch-point at the proper level and pressed against thev rail-section movable longitudinally with re point lying along the fixed rail and a Wedge I with the rail near its bend shaped flange, and means fixed to a stationary part of the road-bed having a part coact ing with the wedge to force the switch-point into contact with the fixed rail. I 17. In a device of the character described, the combination of a fixed track-rail with a I rail-section movable longitudinally with re- [0v 1 point lying along the fixed rail and a wedge- "shaped flange, and an undercut slotted guidelate fixed to.a stationary part of the roadedhaving a part ,to receive said flange.

g the combination of a fixed track-rail having a .bend therein, with spect .to the track-rail and having a switch- 18. In a device of the character described,

guiding means fixed to a part of the road-bed to engage so as to keep the bend of 'the rail at the same place on the track regardless of the creep of the rail.

' -'19.- In a device of the character described,"

stationary the combination of a fixed track-rail having abend therein, with two guide-plates having l 5 slots to receive the flange of the rail fixed to stationary parts of the road-bed, said guideplates adapted to keep the beno of the rail at I the same lace on the track regardless of the creep oft e rail 20. In a device of the character described, 0 the combination of two rails, at least one of said rails being movable and one of said rails having a switch-point adapted to lie along the other rail, with rigid means fixed to a stationary part of the road-bed for keeping said 3 5 switch-point constantly in contact with-the other rail in all positions of said rails relative to each other.

21. In a device of the character described, the combination of two rails, at least one of 0 said rails being movable and one of said rails hav'nga switch-point adapted to lie along the other rail, the flange of at least one of said rails being wedgeshaped, with a guide-plate having a slot therein to receive the flanges of l5 said rails, said guide-plate adapted to keep said switch-point constantly in contact with the other rail in all positions of said rails rela tive to each other.

EDWARD T. DUMAS.

Witnesses:

PERcIVAL H; TRUMAN, LUCY A. FALKENBERG. 

